Air-inlet device for explosive-engines.



v E. I. GOODYEAR.

AIR INLET DEVICE FOR EXPLOSIVB ENGINES. APILIUATION FILED 11130.31 1913.

1,1 10,922,. v Patented Sept. 15, 1914.

I I r 1i 2 5 ziz: 3 i; 1 a Tl f Q 11 4 471] To all whom it may concern "outrun snares rarer-tr clarion EDWARD J. GOODYEAR, F WILKINSBURG, PENNSYLVANIA.

AIR-INLET DEVICE FOR EXPLOSIVE-ENGINES.

Be it known that I, EDWARD J. GOODYEAR, a citizen of the United States, and resident of l/Vilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Air Inlet Devices for Explosive Engines,

of which the following is a specification.

'to the engine from'the carburetor.

It is usual practice to so adjust the carburotor of an explosive engine that it will properly proportion the fuel elements to develop maximum power under heavy loads. F or automobile engines the carburetor is ordinarily adjusted to develop the highest efliciency for hill climbing or whenever the engine load is greatest. The adjustment is ordinarily made with considerable precision and remains fixed so far as the normal working of the engine is concerned, not being susceptible to change by the operator or driver. When, however, the load is reduced, as for level or smooth running, at which times the 1' throttle is partially closed, the fuel mixture is unnecessarily rich in gasolene and considerable waste results, the desired speed under reduced load being obtainable. with less consumption of gasolene if air in proper amount were added to the charges passing a well recognized condition, and to overcome it various expedients have been proposed, in all of which provision is made for admitting air to the cylinder orintake pipe in addition to the air which enters through the carburetor.

The primary object of the present invention is to provide for automatically admitting the auxiliary air, and for automatically 7 regulating the amount admitted to obtain the highest efliciency in all the partially closed positions of the throttle, 'so that the fuel elements drawn into the engine will at all times be mixed and proportioned for developing maximum power for the gasolene consumed. To accomplish this the increased cylinder suction resulting when the throttle is more or less closed is utilized to open a spring-closed air-admitting valve, and the tension of the latter is adjustable so thatmore or less air will be admitted as will best serve the requirements of each engine to which the invention is applied.

Another purpose is to provide for the admission of cold air to the cylinders for bralfing purposes, as when descending grades, also whenever thespeed is to be de- 4 Specification of Letters Patent.

Application filed December 31, 1913.

This is Patented S ept. 155, 1914:, Serial No. 809,663.

creased or the car stopped. It is well understood that when air is admitted in this way 1ts compression in the cylinders constitutes ,a powerful brake, at the same time cooling jthe engine and clearing it of fouling del-posits. This principle is utilized in the present invention. by providing a manually operated brake valve and combining therewith the automatic auxiliary valve above .referred to, so that both features are contained in one and the same attachment, the brake valve being manually operated and opening outwardly under spring pressure, iand the automatic valve inwardly and held :normally closed by an adjustable spring. ilVhile the best results are produced by atftaching the auxiliary valve mechanism to the cylinder intake pipe-or manifold, the invengtlOIl is not limited in this regard so long as :the air is effectively admitted to the cyliniders.

In the accompanying drawings, Figure 1 is an elevation of an automobile engine with the improved valve mechanism applied to ;the intake pipe or manifold thereof. Fig. 2 is a longitudinal section, enlarged, of the valve mechanism, and Fig. 3 is an elevation -of the same.

Referring to the drawings, 2 designates the intake pipe or manifold of a fourcylinder automobile engine through which the explosive charges are drawn from carburetor .3 to the engine cylinders a.

5 is the throttle valve.

It will be understood that the engine and carbureter may be of any desired construction or type.

The invention as here embodied consists of an outer shell or casing 6 open laterally at 7 for the admission of air. The casing is formed with valve seat 8, and its reduced extremit'yQ is externally screw-threaded for connecting with the engine, in the present instance with intake or manifold 2. The outer end of easing 6 is closed by the screw cap or plug 10, the latter being centrally apertured to pass a tubular stem 11 which is movable longitudinally and rotatable therein and at its inner end carries valve 12 which fits seat 8, a stout spring 13' holding the valve normally seate Valve 12 is formed with air passages 14, and the under or inner face of valve 12 constit-utes a seat for the inwardly opening automatic valve 15 which is slidable on a stem 16. A portion of the'length of this stem is threaded at'17'andhence adjustable in the internally threaded tubular stem 11.

This adjustment serves to regulate the tension of spring 1 8 confined bet-Ween the stem head 16 and valve 15. Stem 16 may be turned to either increase or decrease the tension of spring 18 and is secured in the required adjustment by lock nut 19. During this stem-adjusting operation the normally rotatable tubular stem, 11 may be temporarily locked by set screw 20 carried by cap 10; A pull device, such as cord or wire 21, may extend from stem 16 for manually opening valve 12 for. braking the engine.

For automobile engines the attachment is preferably applied to the manifold above the carbureter and as near as practicable to the manifold fork. It is desirable to have the attachment at' least some distance from the carbureter so that the charges may have the full mixing effect of the carbureter. The

charge then encounters the air admitted through auxiliary valve 15, and the gaseous portions of the charge are further broken up or disseminated by the added air before entering the cylinders. While for the best results this further disseminating and mixiififg should take place only after the full e ect of the carbureter has been obtained, the auxiliary air must not be admitted in'too close proximity to the manifold fork, otherwise there will not be an equal, distribution between the forks or branches. With the tension of spring 18 properly adjusted for a given engine, the cylindersuction will operate to open valve 15 whenever throttle 5 is closed sufiiciently to so restrict the inflow from the carbureter as tocreate a suction or partial vacuum of valve opening strengthf Obviously, the extent which valve 15 will open and the duration ofv the open periods \villvary with the suction force, andas the latter is in turn controlled-by the position of throttle valve 5, more or less auxiliary air will be added to the fuel elementsdrawn from the carbureter, the admission of auxiliary air being'thus automaticallyv and accurately controlled. Valve 15 and its spring tension are in effect integral parts of valve 12 during the opening movement of the latter and in no way interfere with the braking operation.

I claim 1. The combination with anexplosive engine intake pipe, and a carbureter, oftwo normally closed valves for admitting air to theintake pipe independently of the carbureter and of each other, one valve adapted to be opened by suction within the pipe, and means for opening the other valve.

'2. The combination with an explosive engine intake pipe, and a carbureter, of two normally closed valves adapted, respectively, to open inwardly -and outwardly for admitting air to the intake pipe independently of the carbureter and of each other, the inwardly opening valve adapted to be opened by suction within the intake pipe, and means for opening the outwardly-opening valve.

, 3. The combination with an explosive engine intake pipe, and a carbureter, of 9. normally closed valve for admitting air to the intake pipe independently ofthe-carbureter, and a normally closed supplemental valve mounted on thefirst mentioned valve and adapted to be opened by suction within the pipe for admitting-air to the latter independently of said first mentioned valve and independently of the .car'bureter;

4. The comblnatlon of an exploslve engine intake pipe, a manually operated-air-admission valve in communication with the pipe, and an inwardly opening spring-closed air admitting valve mounted on the manually operated valve and adapted to be opened by suction within the pipe.

5. The combination wlth an explosive en- 'gine cylinder and a carbureter in communication therewith, of a manually bperated'air admitting valve in communication withthe sir:

cylinder independently of the carbureter,

and an inwardly, opening spring-closed suction operated air admitting valve carried by the manually operated valve.

In testimony whereof, I ailix my signature in presence of two wltnesses.

' Witnesses:

J. M. NEsBrr, F. E. GAITHER.

EDWARD J. GOQDYEAR. '7 

